Motor-vehicle.



PATBNTED SEPT. 29, 1903. -H. M. Pom MOTOR VEHICLE.

APILIOATION FILBDQOT. 26, 1899.

3 S H EETSSHEET N0 MODEL.

PATENTED SEPT. 29, 1903.

H. M. POPE. MOTOR VEHICLE.

APPLIGATIONFILQED 001'. 26, 1399.

THE Npnms Pz'rens co. PHQTO-LWHQ. WASHINDYDN. n. c.

ui tte't @az N0 MODEL.

No. 739,924. PATENTBD SEPT. 29, 1903.

H. M. POPE. MOTOR VEHICLE.

APPLICATION FILED.0OT.26, 1899.

N0 MODEL. 3 SHEETS-SHEET 3.

.1 s1 "kl HI I I 8 of at: Inventor fiymw wgwd/ wW/W $2M $39,924. I v I i I Ifatented. September 29, 1903 UNITED STATES PATENT OFFICE.

HARRY M. POPE, OF HARTFORD, CONNECTICUT, ASSIGNOR, BY MESNEAS- SIGNMENTS, TO MORTON TRUST COMPANY, TRUSTEE, AfCORPORATION OF NEW YORK. I

MOTOR-VEHICLE.

SPECIFICATION forming part of Letters Patent No. 739,924, dated September 29, 1903.

Application filed October 26,1899. Serial No. 734,816. (No model.)

T l who it m y 00771067711! In the drawings, Figure l is a view in side Be it known that I, HARRY M. POPE, a citielevation, partly broken out, of a vehicle zen of the United States, residing in the city which embodies theinvention, the rear wheels J of Hartford, county of Hartford, State of being omitted. Fig. 2 is a detail partly-sec- I Connecticut, have invented certain new and tional view of the driving mechanism, the 55 useful Improvements in Motor-Vehicles, of plane of section of the lower portion of said which the following is a specification, referfigure being indicated by the line 2 2 of Fig. ence being had to the accompanying draw- 3. Fig. 3 is a side elevation of the balance ings, forming a part hereof. gearilooking from the right in Fig. 2. Fig. 1 1 This invention relates" particularly to the 4: isa' detail section on the plane indicated by 60 driving mechanism of motor-vehicles and to v the line 4 4. of Fig; 2. Figs. 5, 6, 7, and 8 are the controlling devices therefor} The powerdetail views of the controlling mechanism transmitting mechanism is so constructed mounted on the body of the vehicle, Fig. 7 and so arranged with respect to the runningbeing a vertical section on the plane indigear frame and the wheels as to provide for cated by the line 7 7 of Fig. 8. 65 the supportof the load in such a manner that In the drawings a single motor A is shown, it shall affect the driving mechanism as little the casing A of the motor and the gearinas possible, simplicity of construction and closing case A being represented as secured ease in manufacture being also aimed at, together, virtually forming one rigid strucwhile all parts are compactly arranged, so ture', which is supported at its forward end 70 that they can be fully protected from dust by a transverse bar B of the running-gear and easily flooded with oil. The mechanism frame B and at its rear end by the driving for changing the speed of the vehicle is also axle and Wheels, as hereinafter indicated. improved, so that excessive wear is avoided, The shell or casing A completely incloses all the maintenance of proper gear distance beof the parts of the driving mechanism,includ- 75 tween intermeshing gears being thereby asing the change-gear and the clutch, and, as sured, as well as ease in operation. The conwill more clearly appear hereinafter, has no trolling devices are so arranged that their openings except for the rear or driving axle, operation is not interfered with or affected the connection to the change-gear-controlling by oscillations of the body with respect to the devices, the connection to the brake-actuat- 8o driving mechanism, and provision is 'made ing devices, and, it may be, the driving-shaft. whereby the uncoupling of the motor from All parts of the driving mechanism are thus the wheels of the vehicle and the changing fully protected from dust and can be flooded of the speed of the vehicle are efiected by the with oil and kept clean. movements of a single handle, the mechan- 'The driving mechanism is shown particu- 85 ism also being so arranged that the uncouplarly in Fig. 2 of the drawings. In said figling of the motor must always be effected beure two motor-shafts are represented at E E fore a change in speed is brought about, thus For convenience in coupling the end of each preventing the breakage of gear-teeth and shaft is cut or rabbeted transversely to half 40 sudden changes of speed, which occasion disits diameter, and between the two shafts and 0 comfort to'the occupants of the vehicle. in alinement therewith is an intermediate Other featu resof improvement will bemore section E, which hasits ends correspondingly particularly referred to hereinafter, and all cut orrabbeted tohalf its diameter to fit the will be described and explained with refercorresponding ends of the motor-shaft E as ence to the accompanying drawings, in which indicated at e". Clamps E are secured about 95 the several improvements are illustrated as the joints thus formed, bringing all parts to applied to a 'convenient'form of vehicle, alcenter without difficulty and securing them though-it will be understood that they are firmly together. The driving-pinion E is capable of application, either singly or tofast upon the intermediate shaft-section E gether, to vehicles of other forms. meshing with an intermediate gear E which 10) dinary construction.

meshes in turn with a gear E mounted loosely on the change-gear shaft F. The gear E forms one member of a friction-clutch of or- The other member is indicated at E being splined on the shaft to rotate therewith, although free to move longitudinally thereon, thereby providing for the coupling and uncoupling of the motor with or from the driving mechanism and driving-wheels. The employment of a frictionclutch, as well understood, permits the driving parts to be brought to speed gradually, and the location of the clutch between the motor and the change-gear, presently to be described, prevents the breaking of gearteeth when changes of speed are effected. The change-gear shaft F, intermediate between the longitudinally-intmovable driving or motor shaft E and driven shaft or sleeve G is movable longitudinally to effect the engagement by means of splines r keysf with one or another of the several drivinggears which are supported concentrically with the shaft. For convenience in effecting the longitudinal movement the shaft may be formed at its end with circumferential rackteethf, which are engaged by a pinion to be referred to hereinafter. The several drivinggears F, F and F are supported concentrically with the shaft F, but are not supported by the shaft, and in consequence of this freedom of the gears from the shaft there is no burring, cutting, and wearing of the partsin use, which would otherwise make the movement of the parts hard and would eventually render them useless. Each gear is provided with an extended hub f the several hubs being supported in outside bearing-brackets F which are secured to the casing E each hub being formed integrally with teeth or keyways, as indicated atf in Fig. 4, for engagement with the splinefof the changeshaft F.

The driven gears G, G and G which correspond and remain always in mesh with the gears F, F and F respectively, are secured to or formed upon the driving member G of the balance-gear, which permits independence of movement of the two driving-wheels of the vehicle, as is well understood. All of the parts being rigidly supported by the easing E and the running-gear and the parallelism of the axis of rotation being always maintained, the maintenance of the proper gear distance and the smooth running of the gears are always assured. The driving memberGof the balance-gear is a frame or shell, which may be made in separate parts for convenience in manufacture, which parts may be secured together by bolts g, and is provided with two extended hub-bearings g.

Pinions G and G intermeshing, (see Fig. 3,)

. are carried by the driving member G and mesh, respectively,with two gears G G",which are mounted concentrically with the said driving member, being secured each to the inner end of one of the sleeves G7 or parts of the divided tubular axle or driven shaft, at the outer end of which is secured, preferably by the improved means described hereinafter, the corresponding driving-wheel D of the vehicle. A stifiening-bar G8 runs through the two sleeves or divided tubular axle from wheel-center to wheel-center, and, as shown in Fig. 2, is the only member extending from side to side of the vehicle through the frame or runninggear-supportingbracket-bearings, and therefore alone carries the weight of the driving mechanism. It will be observed that the advantages of a practically solid axle are secured and that the parts are symmetrically arranged, with the balance-gear practically in the center.

A brake is shown in Fig. 1 as applied to the hub of one of the driving-wheels and as consistingof a two-part band G anchored at one point and having its free ends repelled by springs g", which reacts against a fixed abutment G interposed between the two free ends. A headed rod G: passes through the two free ends of the band and is connected to one arm of a bell-crank G which is mounted on one of the free ends. The other arm of the bell-crank is connected by a rod G a bell-crank G, and a link G with the brakelever G The controlling devices, comprising in this instance means for coupling and uncoupling the motor and the driving mechanism and means for changing the speed of the vehicle, are arranged to be operated by a single handle H, which has a movement of rotation about its own axis to actuate one set of means referred to and another movement of rotation about the axis of its supporting-shaft H to actuate the other set of means referred to. Provision is also made whereby the movement to effect a change of speed cannot be made until and unless the movement to uncouple the motor and the driving mechanism has been made. As represented in the drawings, reference being had particularly to Figs. 1, 5, 6, 7, and 8, the handle H is rotatably mounted in a sleeve h,which is secured to the upper end of the hollow shaft I-I, mounted in suitable hearings on the body of the vehicle. At the lower end of the shaft H is secured an arm H which is connected by a rod H with a rack-bar H, which is mounted in a suitable guideway secured to the gear-casing E If desired, rod H may be connected with the rack-bar by intermediate mechanism, (not shown,) such as a lever pivotally secured to a part of the running-gear or frame. A long pinion II (see particularly Fig. 2) is also supported in suitable bearings by the gear-casing E to engage the rack H and the rack-teeth f of the change-shaft F,whereby the oscillations of the handle H in one direction or the other will cause a corresponding longitudinal movement of the change-shaft F and the engagement of its keys f with one or the other of the driving-gears F F F. Tubular extensions e may be secured to the gear-casing E to accommodate the movement of the shaft F and protect it from dust.

Provision is made for preventing accidental movement of the handle H, a notched are H being secured in a fixed position near the up per end of the shaft H and the handle H being notched or flattened, as at W. When the handle is turned upon its own axis so that its notch 7? will clear the upper edge of the arc, the handle can be moved to one side or the other; but when the handle is turned upon its own axis to any other position'it must engage one or the other of the notches h in the arc H and so be locked from movement to one side or the other. This rotary movement of the handle upon its own axis is taken advantage of to effect the coupling and uncoupling of the motor and driving mechanism, the movement to release the handle uncoupling the motor and the driving mechanism, so that the driving mechanism is al- .ways disconnected from the motor Whenever a change of the speed-gears is effected. As represented in the drawings, (see particularly Fig. 7,) the shaft H above referred to is a hollow shaft or sleeve and receives ivithin it a longitudinally-movable bar I, formed near its upper end with rack-teeth t for en-- gagement by a pinion I, secured to or formed on the rotatable handle H, whereby the rotation of the handle to release it from the arc II produces alongitudinal movement of the bar I. The other end of the bar I is connected to a bell-crank 1 which in turn is connected by a rod I with the clutch-operating bell-crank 1. (Shown in Fig. 1.)

It will of course be understood that the details of construction and arrangement of the several features of the invention can be varied according to convenience or the requirement of different structures and that the invention is not to be limited to the precise construction and arrangementof parts herein shown and described. I

I claim as my invention 1. In amotor-vehicle, the combination withdriving-wheels, a supporting-axle and a motor for driving said wheels, of a change-speed gear and a balance-gear interposed between the motor and driving-wheels, means for setting the change speed gears for dilferent speeds, a clutch and actuating mechanism therefor, and acontinuous casing, entirely'enveloping all of the mechanism intermediatethe motor-shaft and the axle of the drivingwheels.

2. In amotor-vehicle, the combination with a motor and a driving-shaft, of a driven shaft or member comprising two independentlyrotatable parts, a balance-gear connecting said parts, a change-speed gear between the driving shaft and the balance gear, and

a completelyinclosing casing about the change-speed gear'and the balance-gear and encircling the two-part driven shaft.

3. In a motor-vehicle, the combination with a motor and adriving-shaft, of adriven shaft or member comprising two independently-' rotatable parts, an interconnecting differential driving-gear, a plurality of trains of gears for changing the speed of said difiere'ntial driving-gear interposed between the drivingshaft and the driven members, and a completely-inclosing and supporting casing extending from said driving-shaft to the driven member and including said change-speed gear and differential driving-gear and having bearings encircling said driven member.

4. In amotor-vehicle, the combination with a motor, driven wheels, and a supporting axle for said wheels, of an inclosing casing extending from said motor to the supportingaxle and provided with bearings, a change speed mechanism including gears mounted in said bearings, an axially-movableshaft arranged within said gears and concentric with their bearings, interengaging parts arranged upon said axially-movable shaft and the gears, whereby either of them may be positively engaged with the shaft, and a clutch controlling the rotation of-said shaft.

5. In a motor-vehicle, the combination with driving-wheels, a supporting-axle therefor, a balance-gear supported upon said axle, and a motor, of an inclosing casing extending from themotor to thesupporting-axle and enveloping the balance-gear, change-speed gears supported exteriorly of their hubs in bearings in the casing, an axially-movable shaft'provided with positive engaging means for engaging eitherof said gears, a clutch carried by said shaft, means for producing axial movement of the shaft, and means for controlling the clutch.

6. In a motor-vehicle, the combination of a powershaft, intermediate change -speed mechanism,a casing completelyinclosing said mechanism, a longitudinally-movable shaft cooperating with said change-speed mechanism within the casing and projecting through thejwall of said casing and an extension on said casing completely inclosing the project- ICC ing portion of the longitudinally-movable shaft.

7. In a change-speed mechanism, the combination of a motor-shaft and a driven shaft,

a plurality of sets of gears of different transmission ratio, a longitudinally-movable shaft,

means for supporting one gear of each of said sets concentrically with said longitudinallymovableshaft, bearings for said gears of greater diameter than theinternal bore of said gears, and interengaging means'for coupling said longitudinally-movable shaft to any one of said gears.

8. In a change-speed mechanism, the combination of a driven shaft and a plurality of gears of different sizes fixed thereto, a parallel shaft and a plurality of-gears complementary to the gears on the first-named shaft supported in bearings and held against lateral movement and constantly in mesh with the first-named gears, a longitudinally-movable shaft or member concentric with said latter &

gears and adapted for operative engagement therewith, means forrotating said longitudinally-movable member, a circular rack carried with the longitudinally-movable member, and a pinion engaging therewith to shift said longitudinally-movable member into and out of engagement with any of said gears, whereby a change speed may be obtained during the rotation of said shaft.

9. In a change-speed mechanism, the combination of a driving member and a driven member, a casing provided with bearings, a system of gears mounted in said bearings, a member arranged interiorly of said gears and adapted for rotary and axial movements, means for rotating said member, means for shifting said member axially, and interengaging parts between said member and gears.

10. In a motor-vehicle, a change-speed mechanism including a plurality of gears, a shaft within said gears and adapted for engagement therewith said shaft and gears being relatively movable longitudinally of said shaft, a pinion, and a circular rack on the movable part to be engaged by said pinion whereby longitudinal movement may be effected during the rotation of said part.

11. In a motor -vehicle, a change-speed mechanism including a plurality of gears of different sizes, a set of gears to mesh with said different-sized gears, bearings for said gears engaging the hubs of said gears exteriorly, a shaft passing through said gears, and inter-engaging means between said shaft and the inside of the hub of said gears,

12. In a motor-vehicle, a change-speed mechanism including a plurality of gears of different sizes, corresponding gears meshing therewith,means forsupporting said gears exteriorly and an axially-shiftable member provided with inter-engaging parts and adapted to engage them exteriorly, whereby either of said gears may be clutched to the shaft.

13. In a motor-vehicle, the combination of a motor, a longitudinally-i'mmovable drivingshaft, a longitudinallyimmovable driven shaft, connections from the last-named shaft to the driving-wheels of the vehicle, a longitudinally-movable intermediate shaft having circumferential rack-teeth, an actuating-pinion' engaging said rack -.teeth and speed changing gears engaging directly with said shafts interposed between the driving-shaft and the driven shaft.

14. In a motor-vehicle, the combination of a motor a driving-shaft, a driven shaft, an interconnecting change-speed gear, means for shifting said change-speed gearincluding a longitudinally-movable shaft, a circumferential rack on said longitudinally-movable shaft, and a pinion for operating the same and connections for actuating the pinion from the body of the vehicle.

15. In a motor-vehicle, the combination of a motor and driving mechanism, including driven gears of different sizes, rotatable upon fixed bearings upon a common axis, corresponding driving-gears in mesh with said driven gears respectively, a longitudlnallymovable shaft concentric with which said driven gears are mounted, said shaft havingdriven gears are mounted, said shaft having I a key to engage directly with one or the other of said driven gears and having circumferential rack-teeth,a pinion engaging said rackteeth, means to rotate said pinion, and means to rotate said shaft.

17. In a motor-vehicle, the combination of amotor and driving mechanism, including gears of different sizes rotatable upon fixed bearings upon a common axis, corresponding driving-gears in mesh with said driven gears respectively, a longitudinally-lilovable shaft concentric with which said driven gears are mounted, said shaft having a key to engage directly with one or the other of said driven gears, means for rotating said shaft including a friction-clutch, and means to shift said shaft longitudinally.

18. In a motor-vehicle, the combination with a motor and driving mechanism comprising change-gears and a clutch, of a single handle'having two different movements, independent sets of transmitting devices between said handle and said change-gear and clutch, whereby one movement of the handle actuates the clutch and the other the changegear, of a locking device to prevent movement of the handle to shift the change-gear operated by the movement of the handle to actuate the clutch.

19. In a motor-vehicle, a controlling-handle having a movement of rotation about its own axis and secured to a vertical shaft rotatable on an axis transverse to the axis of the handle, independent sets of transmitting devices separately operated by said movements respectively, and means to prevent simultaneous rotation of said shaft and handle.

20. In a motor vehicle, the combination with a motor and driving mechanism, of a controlling-handle having a movement of rotation about its own axis, connected to a vertical shaft rotatable on an axis transverse to the axis of the handle, independent sets of transmitting devices separately operated by said movements respectively and means to prevent simultaneous rotation of said shaft and handle.

21. In a motor-vehicle, the combination with a motor and driving mechanism comprising change-gears and a clutch, of a bandle having a movement of rotation about its own axis connected to a vertical shaft rotatable on an axis transverse to the axis of the handle, of independent sets of transmitting devices between said handle and said changegear and clutch, one set of said devices being actuated by the rotation of thehandle about its own axis and the other by the rotation of the shaft.

22. In a motor-vehicle, the combination with a motor and driving mechanism comprising change-gears and a clutch, of a hollow shaft, a handle connected thereto to swing about the axis of the shaft and rotatable on its own axis, a bar movable longitudinally within said hollow shaft and operatively connected with said handle to be shifted longitudinally as the handle is rotated upon its own axis, and connections between said shaft and bar and said change-gears and clutch respectively.

23. In a motor-vehicle, the combination with a motor and driving mechanism comprising ch'ange-gears and a clutch, of a hollow shaft, a handle connected thereto to swing about the axis of the shaft and rotatable on its own axis, a bar movable longitudinally within said hollow shaft and having a rack to engage a pinion on the handle, and connections between said shaft and bar and said change-gears and cl utch respectively.

24. In a motor-vehicle, the combination I with a motor and driving mechanism comprising change-gears and a clutch, of a hollow shaft, a handle connected thereto to swing about the axis of the shaft and rotatable on its own axis, a bar movable longitudinally within said hollow shaft and operatively connected with said handle to be shifted longitudinally as the handle is rotated upon its own axis, a notched arc fixed near said handle,

said handle being notched or flattened to clear the are or to turn into one of its notches, and connections between said shaft and bar and said change-gears and clutch respectively.

25. In a motor-vehicle, controlling mechanism comprising a controlling-handle mounted upon a pillar and having a swinging movement and a rotary movement, and separate connections severally actuated by the handle in its respective movements.

26. In a motor-vehicle, controlling mechanism comprising a controlling-handle mounted upon a pillar and having a swinging movement and a rotary movement, a change-speed mechanism, a clutch mechanism and separate connections intermediate of the controllinghandle and said mechanisms.

27. In a motor-vehicle, controlling mechanism including a controlling-handle supported on a pillar and adapted for two individual movements in a single plane, a change-gear mechanism and a clutch adapted respectively to be controlled by the movements of said handle, and means for positively locking said handle in a predetermined position with removed through the other.

'28. Controllingmechanismincludingacontrolling-handle operatively mounted on a pillar and adapted for swinging and rotary movements, a change-speed mechanism and a clutch mechanism, and concentric connections intermediate said mechanisms and the controlling-handle adapted for rotary and reciprocating movements with relation to each other whereby the change-speed mechanism and clutch mechanism are actuated only in a predetermined manner.

29. In a motor-vehicle, controlling mechanism including a controller-handle having different movements, means whereby said controller-handle is locked against one movement when free for another movement, and separate connections severally actuated by the handle in its respective movements.

30. In a'motor-vehicle, the combination of a running-gear including a driven axle, a motor and transmitting devices operatively mounted upon said running-gear adapted to drive said axle, a vehicle-body spring-supported with relation to said runninggear and its supported parts, a controlling mechanism for controlling the transmitting devices em-' bodyinga part secured to the body and flexible connections between the portions of the controlling mechanism carried upon the body and upon the running-gear.

31. In a motor-vehicle, the combination of a running-gear frame including an axle, a motor supported in fixed relation therewith, a clutch and change-speed mechanism, means for actuating said changespeed mechanism and clutch, abody portion, controlling means spect to one of its movements while it is on said body portion to effect change of speed and operate the clutch mechanism and flexible means between said body and said running-gear to connect said controlling means on the body with the actuating means on the running-gear.

This specification signed and witnessed this llthday of October, A. D. 1899.

HARRY M. POPE. In presence of-- MAY RICHMOND,

.HERMANN F. CUNTZ. 

